Vehicle, vehicle control system, and vehicle control method

ABSTRACT

A vehicle includes: a battery pack including a secondary battery, a battery sensor that detects a state of the secondary battery, and a first control device; a second control device provided separately from the battery pack; and a converter. The first control device is configured to use a detection value of the battery sensor to obtain a current upper limit value indicating an upper limit value of an input current of the secondary battery. The second control device is configured to use a power upper limit value indicating an upper limit value of an input power of the secondary battery to control the input power of the secondary battery. The converter is configured to perform conversion of the current upper limit value into the power upper limit value.

INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Application No. 2019-229533 filed onDec. 19, 2019 including the specification, drawings and abstract isincorporated herein by reference in its entirety.

BACKGROUND 1. Technical Field

The present disclosure relates to a vehicle, a vehicle control system,and a vehicle control method.

2. Description of Related Art

Japanese Unexamined Patent Application Publication No. 2019-156007 (JP2019-156007 A) discloses a control device that controls input power of asecondary battery using a power upper limit value (Win) indicating anupper limit value of the input power of the secondary battery mounted ona vehicle.

SUMMARY

Electrically driven vehicles (for example, electric vehicles or hybridvehicles) that use a secondary battery as a power source have spread inrecent years. In the electrically driven vehicles, when the capacity orthe performance of the secondary battery decreases due to batterydeterioration or the like, it is conceivable that the secondary batterymounted on the electrically driven vehicle is replaced.

The secondary battery is generally mounted on a vehicle in the form of abattery pack. The battery pack includes a secondary battery, a sensorthat detects the state of the secondary battery (for example, current,voltage, and temperature), and a control device. Hereinafter, thecontrol device incorporated in the battery pack may be referred to as“battery electronic control unit (ECU)”, and the sensor incorporated inthe battery pack may be referred to as “battery sensor”. Peripheraldevices (for example, a sensor and a control device) suitable for thesecondary battery are mounted on the battery pack. The battery pack ismaintained so that the secondary battery and its peripheral devices canoperate normally. Therefore, when replacing the secondary batterymounted on the vehicle, it is considered preferable to replace not onlythe secondary battery but the entire battery pack mounted on the vehiclefrom the viewpoint of vehicle maintenance.

As described in JP 2019-156007 A, there is a known control device thatis mounted on a vehicle separately from a battery pack and that controlsthe input power of the secondary battery using a power upper limit value(hereinafter, also referred to as “power restricting control device”).The power restricting control device is configured to performpower-based input restriction. The power-based input restriction is aprocess of controlling the input power of the secondary battery so thatthe input power of the secondary battery does not exceed the power upperlimit value. In general, a vehicle including a control device thatperforms the power-based input restriction is equipped with a batterypack including a battery ECU that obtains a power upper limit valueusing a detection value from a battery sensor (hereinafter, alsoreferred to as “power restricting battery pack”).

On the other hand, a control device is known that is mounted on avehicle separately from the battery pack and that controls the inputcurrent of the secondary battery by using a current upper limit valuethat indicates an upper limit value of the input current of thesecondary battery (hereinafter, also referred to as “current restrictingcontrol device”). The current restricting control device is configuredto perform current-based input restriction. The current-based inputrestriction is a process of controlling the input current of thesecondary battery so that the input current of the secondary batterydoes not exceed the current upper limit value. In general, a vehicleincluding a control device that performs the current-based inputrestriction is equipped with a battery pack including a battery ECU thatobtains a current upper limit value using a detection value from abattery sensor (hereinafter, also referred to as “current restrictingbattery pack”).

Depending on the situation of supply and demand (or the stock status) ofthe battery pack, the current restricting battery pack may be moreeasily available than the power restricting battery pack. However,regarding the vehicle of the related art, it has not been expected touse a current restricting battery pack and a power restricting controldevice in combination, so no study has been conducted on means for usinga current restricting battery pack and a power restricting controldevice in combination. Thus, it is difficult to adopt a currentrestricting battery pack in a vehicle equipped with a power restrictingcontrol device.

The present disclosure provides a vehicle, a vehicle control system, anda vehicle control method that can perform power-based input restrictionon a secondary battery included in a current restricting battery pack.

A vehicle according to a first aspect of the present disclosure includesa battery pack including a first control device, a second control deviceprovided separately from the battery pack, and a converter. The batterypack further includes a secondary battery and a battery sensor thatdetects a state of the secondary battery. The first control device isconfigured to use a detection value of the battery sensor to obtain acurrent upper limit value indicating an upper limit value of an inputcurrent of the secondary battery. The second control device isconfigured to use a power upper limit value indicating an upper limitvalue of an input power of the secondary battery to control the inputpower of the secondary battery. The converter is configured to performconversion of the current upper limit value into the power upper limitvalue by performing multiplication of a voltage value of the secondarybattery in a state where a current corresponding to the current upperlimit value is flowing (hereinafter, referred to as “estimated voltagevalue”) by the current upper limit value.

The vehicle is equipped with the converter that converts the currentupper limit value into the power upper limit value. The voltage of thesecondary battery changes depending on the magnitude of the current. Theconverter uses the estimated voltage value (that is, the voltage valueof the secondary battery in the state where the current corresponding tothe current upper limit value is flowing) to convert the current upperlimit value into the power upper limit value. Specifically, theconverter converts the current upper limit value into the power upperlimit value by multiplying the current upper limit value by theestimated voltage value. This makes it possible to obtain the powerupper limit value corresponding to the current upper limit value withhigh accuracy. According to the above configuration, the second controldevice can appropriately perform power-based input restriction even whenthe current restricting battery pack is adopted. The second controldevice corresponds to the power restricting control device describedabove.

In the above aspect, the converter may be configured to use measuredvalues of a current and a voltage of the secondary battery that aredetected by the battery sensor, an internal resistance of the secondarybattery, and the current upper limit value to obtain the estimatedvoltage value.

The converter having the above configuration can easily andappropriately obtain the estimated voltage value. Then, the convertercan convert the current upper limit value into the power upper limitvalue with high accuracy using the estimated voltage value obtained asdescribed above. Hereinafter, the measured values of the current and thevoltage of the secondary battery that are detected by the battery sensormay be referred to as “actual current” and “actual voltage”. Thecurrent, the voltage, and the internal resistance of the secondarybattery have a relationship represented by “internalresistance=voltage/current”. The internal resistance of the secondarybattery that is used to obtain the estimated voltage value may be storedin advance in a storage device. The internal resistance of the secondarybattery stored in the storage device may take a fixed value or may bevariable in accordance with the temperature of the secondary battery.The converter described above may obtain the estimated voltage valuebased on the actual current, the actual voltage, the current upper limitvalue, and the internal resistance, in accordance with an expression“estimated voltage value=actual voltage+(current upper limitvalue−actual current)×internal resistance”.

In the above aspect, the vehicle may further include a third controldevice provided separately from the battery pack and configured to relaycommunication between the first control device and the second controldevice. The converter may be mounted on the third control device. Thebattery pack may be configured to output the current upper limit value.The vehicle may be configured such that when the current upper limitvalue is input from the battery pack to the third control device, theconverter performs the conversion of the current upper limit value intothe power upper limit value and the power upper limit value is outputfrom the third control device to the second control device.

In the above configuration, the third control device provided separatelyfrom the battery pack includes the converter, and the converter convertsthe current upper limit value into the power upper limit value. Thus,the converter can be mounted on the vehicle without a change in theconfigurations of the battery pack (including the first control device)and the second control device.

In the above aspect, the third control device may be configured toperform the conversion and output the power upper limit value when thecurrent upper limit value is input and to output the power upper limitvalue without performing the conversion when the power upper limit valueis input.

In the above aspect, when the vehicle is equipped with the currentrestricting battery pack, the third control device performs theconversion on the current upper limit value input from the currentrestricting battery pack and outputs the power upper limit value. On theother hand, when the vehicle is equipped with the power restrictingbattery pack, the third control device outputs the power upper limitvalue without performing the conversion on the power upper limit valueinput from the power restricting battery pack. Thus, according to theabove configuration, the second control device can appropriately performthe power-based input restriction in both a case where the currentrestricting battery pack is adopted and a case where the powerrestricting battery pack is adopted.

In the above aspect, each of the first control device, the secondcontrol device, and the third control device may be a microcomputerconnected to an in-vehicle local area network (LAN). In the in-vehicleLAN, the first control device may be connected to the second controldevice via the third control device to communicate with the secondcontrol device via the third control device.

Note that LAN is an abbreviation for “local area network”. In the aboveaspect, each of the first to third control devices is a microcomputer.The microcomputer has a small size and a high processing capacity, so itis suitable as an in-vehicle control device. The third control devicecan receive the current upper limit value from the first control devicethrough the in-vehicle LAN, convert the current upper limit value intothe power upper limit value with the converter, and then transmit thepower upper limit value to the second control device through thein-vehicle LAN. With the above configuration, each control device cansuitably perform the required calculation and communication. As thecommunication protocol of the in-vehicle LAN, a controller area network(CAN) or FlexRay may be adopted.

The third control device can also be used for purposes other than theconversion of the upper limit value (that is, conversion from thecurrent upper limit value into the power upper limit value). The thirdcontrol device may be configured to manage information (for example,accumulate vehicle data). Further, the third control device may functionas a central gateway (CGW).

In the above aspect, the converter may be mounted on the first controldevice. The first control device may be configured to perform, with theconverter, the conversion of the current upper limit value obtainedusing the detection value of the battery sensor into the power upperlimit value and to output the power upper limit value to the secondcontrol device when the first control device is connected to the secondcontrol device.

The converter may be incorporated in the first control device (that is,inside the battery pack). In this configuration, the current upper limitvalue can be converted into the power upper limit value inside thebattery pack and the power upper limit value can be output from thebattery pack. Thus, the second control device can appropriately performthe power-based input restriction without adding the third controldevice.

In the above aspect, the converter may be mounted on the second controldevice. The battery pack may be configured to output the current upperlimit value. The second control device may be configured to perform,with the converter, the conversion of the current upper limit valueinput from the battery pack into the power upper limit value and tocontrol the input power of the secondary battery such that the inputpower of the secondary battery does not exceed the power upper limitvalue.

In the above configuration, the second control device providedseparately from the battery pack includes the converter, and theconverter converts the current upper limit value into the power upperlimit value. Therefore, the converter can be mounted on the vehiclewithout a change in the configuration of the battery pack (including thefirst control device). Further, the second control device canappropriately perform the power-based input restriction without addingthe third control device.

The vehicle of the above aspect may be an electrically driven vehiclethat travels using electric power stored in the secondary battery in thebattery pack. The electrically driven vehicle includes an electricvehicle (EV), a hybrid vehicle (HV), and a plug-in hybrid vehicle (PHV).

The vehicle may be a hybrid vehicle including a first motor generator, asecond motor generator, and an engine. Electric power may be supplied toeach of the first motor generator and the second motor generator fromthe secondary battery in the battery pack. Each of the engine and thefirst motor generator may be mechanically connected to drive wheels ofthe hybrid vehicle via a planetary gear. The planetary gear and thesecond motor generator may be configured such that drive force outputfrom the planetary gear and drive force output from the second motorgenerator are combined and transmitted to the drive wheels. The secondcontrol device may create a control command for each of the first motorgenerator, the second motor generator, and the engine so that the inputpower of the secondary battery does not exceed the power upper limitvalue.

A vehicle control system according to a second aspect of the presentdisclosure is configured such that a battery pack including a secondarybattery and a battery sensor that detects a state of the secondarybattery is attached to the vehicle control system. The vehicle controlsystem includes a control unit configured to control an input power ofthe secondary battery such that the input power of the secondary batterydoes not exceed a power upper limit value when the battery pack isattached to the vehicle control system, and a conversion unit configuredsuch that when a current upper limit value indicating an upper limitvalue of an input current of the secondary battery and a detection valueof the battery sensor are input from the battery pack, the conversionunit uses the detection value of the battery sensor and the currentupper limit value to obtain an estimated voltage value (that is, avoltage value of the secondary battery in a state where a currentcorresponding to the current upper limit value is flowing) and performsconversion of the current upper limit value into the power upper limitvalue by performing multiplication of the current upper limit value bythe estimated voltage value.

In the above aspect, the power upper limit value corresponding to thecurrent upper limit value is obtained by multiplying the current upperlimit value by the estimated voltage value. Therefore, even when thecurrent restricting battery pack is adopted, it is possible toappropriately perform the power-based input restriction on the secondarybattery included in the current restricting battery pack.

A vehicle control method according to a third aspect of the presentdisclosure includes obtaining, with a vehicle control system to which abattery pack including a secondary battery and a battery sensor thatdetects a state of the secondary battery is attached, a current upperlimit value indicating an upper limit value of an input current of thesecondary battery and a detection value of the battery sensor, from thebattery pack, obtaining, with the vehicle control system, an estimatedvoltage value (that is, a voltage value of the secondary battery in astate where a current corresponding to the current upper limit value isflowing) using the detection value of the battery sensor and the currentupper limit value, performing, with the vehicle control system,conversion of the current upper limit value into a power upper limitvalue indicating an upper limit value of an input power of the secondarybattery by performing multiplication of the current upper limit value bythe estimated voltage value, and controlling, with the vehicle controlsystem, the input power of the secondary battery using the power upperlimit value.

In the above aspect, the power upper limit value corresponding to thecurrent upper limit value is obtained by multiplying the current upperlimit value by the estimated voltage value. Therefore, even when thecurrent restricting battery pack is adopted, it is possible toappropriately perform the power-based input restriction on the secondarybattery included in the current restricting battery pack.

The above configuration makes it possible to provide a vehicle, avehicle control system, and a vehicle control method that can performpower-based input restriction on a secondary battery included in acurrent restricting battery pack.

BRIEF DESCRIPTION OF THE DRAWINGS

Features, advantages, and technical and industrial significance ofexemplary embodiments of the invention will be described below withreference to the accompanying drawings, in which like signs denote likeelements, and wherein:

FIG. 1 is a diagram showing a configuration of a vehicle according to anembodiment of the present disclosure;

FIG. 2 is a diagram showing a connection mode of control devicesincluded in the vehicle according to the embodiment of the presentdisclosure;

FIG. 3 is a diagram showing an example of a map used to set a targetbattery power in the vehicle according to the embodiment of the presentdisclosure;

FIG. 4 is a diagram showing a detailed configuration of a battery pack,a gateway electronic control unit (ECU), and a hybrid vehicle (HV) ECUshown in FIG. 1;

FIG. 5 is a diagram showing a detailed configuration of a conversionunit shown in FIG. 4;

FIG. 6 is a diagram for describing a method of obtaining an estimatedvoltage value according to the embodiment of the present disclosure;

FIG. 7 is a diagram showing a first example of a vehicle control systemaccording to the embodiment of the present disclosure;

FIG. 8 is a diagram showing a second example of the vehicle controlsystem according to the embodiment of the present disclosure;

FIG. 9 is a diagram showing a modified example of the gateway ECU shownin FIG. 4;

FIG. 10 is a diagram showing a modified example of the HV ECU shown inFIG. 4;

FIG. 11 is a diagram showing a first modified example of the vehiclecontrol system shown in FIG. 4; and

FIG. 12 is a diagram showing a second modified example of the vehiclecontrol system shown in FIG. 4.

DETAILED DESCRIPTION OF EMBODIMENTS

Embodiments of the present disclosure will be described in detail withreference to the drawings. It should be noted that the same orcorresponding parts in the drawings are denoted by the same referencecharacters and repetitive description thereof will be omitted.Hereinafter, an electronic control unit is also referred to as “ECU”.

FIG. 1 is a diagram showing a configuration of a vehicle according tothe present embodiment. In the present embodiment, a front-wheel drivefour-wheel vehicle (more specifically, a hybrid vehicle) is assumed tobe used, but the number of wheels and the drive system can be changed asappropriate. For example, the drive system may be four-wheel drive.

Referring to FIG. 1, a vehicle 100 is equipped with a battery pack 10including a battery ECU 13. Further, a motor ECU 23, an engine ECU 33,an HV ECU 50, and a gateway ECU 60 are mounted on the vehicle 100separately from the battery pack 10. The motor ECU 23, the engine ECU33, the HV ECU 50, and the gateway ECU 60 are located outside thebattery pack 10. The battery ECU 13 is located inside the battery pack10. In the present embodiment, the battery ECU 13, the HV ECU 50, andthe gateway ECU 60 correspond to examples of a “first control device”, a“second control device”, and a “third control device” according to thepresent disclosure, respectively.

The battery pack 10 includes a battery 11, a voltage sensor 12 a, acurrent sensor 12 b, a temperature sensor 12 c, the battery ECU 13, anda system main relay (SMR) 14. The battery 11 functions as a secondarybattery. In the present embodiment, an assembled battery including aplurality of electrically connected lithium ion batteries is adopted asthe battery 11. Each secondary battery that constitutes the assembledbattery is also referred to as a “cell”. In the present embodiment, eachlithium ion battery that constitutes the battery 11 corresponds to the“cell”. The secondary battery included in the battery pack 10 is notlimited to the lithium ion battery and may be another secondary battery(for example, a nickel metal hydride battery). An electrolytic solutionsecondary battery or an all-solid-state secondary battery may be used asthe secondary battery.

The voltage sensor 12 a detects the voltage of each cell of the battery11. The current sensor 12 b detects current flowing through the battery11 (the charging side takes a negative value). The temperature sensor 12c detects the temperature of each cell of the battery 11. The sensorsoutput the detection results to the battery ECU 13. The current sensor12 b is provided in the current path of the battery 11. In the presentembodiment, one voltage sensor 12 a and one temperature sensor 12 c areprovided for each cell. However, the present disclosure is not limitedto this, and one voltage sensor 12 a and one temperature sensor 12 c maybe provided for each set of multiple cells, or only one voltage sensor12 a and one temperature sensor 12 c may be provided for one assembledbattery. Hereinafter, the voltage sensor 12 a, the current sensor 12 b,and the temperature sensor 12 c are collectively referred to as “batterysensor 12”. The battery sensor 12 may be a battery management system(BMS) that has a state of charge (SOC) estimation function, a state ofhealth (SOH) estimation function, a cell voltage equalization function,a diagnostic function, and a communication function in addition to theabove sensor functions.

The SMR 14 is configured to switch connection and disconnection of powerpaths connecting external connection terminals T1 and T2 of the batterypack 10 and the battery 11. For example, an electromagnetic mechanicalrelay can be used as the SMR 14. In the present embodiment, a powercontrol unit (PCU) 24 is connected to the external connection terminalsT1 and T2 of the battery pack 10. The battery 11 is connected to the PCU24 via the SMR 14. When the SMR 14 is in the closed state (connectedstate), power can be transmitted between the battery 11 and the PCU 24.In contrast, when the SMR 14 is in the open state (disconnected state),the power paths connecting the battery 11 and the PCU 24 aredisconnected. In the present embodiment, the SMR 14 is controlled by thebattery ECU 13. The battery ECU 13 controls the SMR 14 according to aninstruction from the HV ECU 50. The SMR 14 is in the closed state(connected state) when the vehicle 100 is traveling, for example.

The vehicle 100 includes an engine 31, a first motor generator 21 a(hereinafter referred to as “MG 21 a”), and a second motor generator 21b (hereinafter referred to as “MG 21 b”) as power sources for traveling.The MG 21 a and the MG 21 b are motor generators that have both afunction as a motor that outputs torque by receiving drive power and afunction as a generator that generates electric power by receiving thetorque. An alternating current (AC) motor (for example, a permanentmagnet synchronous motor or an induction motor) is used as the MG 21 aand the MG 21 b. The MG 21 a and the MG 21 b are electrically connectedto the battery 11 via the PCU 24. The MG 21 a has a rotor shaft 42 a andthe MG 21 b has a rotor shaft 42 b. The rotor shaft 42 a corresponds toa rotation shaft of the MG 21 a, and the rotor shaft 42 b corresponds toa rotation shaft of the MG 21 b.

The vehicle 100 further includes a single-pinion planetary gear 42. Anoutput shaft 41 of the engine 31 and the rotor shaft 42 a of the MG 21 aare connected to the planetary gear 42. The engine 31 is, for example, aspark-ignition internal combustion engine including a plurality ofcylinders (for example, four cylinders). The engine 31 combusts fuel ineach cylinder to generate drive force, and the generated drive forcerotates a crankshaft (not shown) shared by all the cylinders. Thecrankshaft of the engine 31 is connected to the output shaft 41 via atorsional damper (not shown). The output shaft 41 rotates along withrotation of the crankshaft. The engine 31 is not limited to a gasolineengine and may be a diesel engine.

The planetary gear 42 has three rotating elements, namely, an inputelement, an output element, and a reaction force element. Morespecifically, the planetary gear 42 includes a sun gear, a ring gearthat is arranged coaxially with the sun gear, a pinion gear that mesheswith the sun gear and the ring gear, and a carrier that holds the piniongear so that the pinion gear can rotate and revolve. The carriercorresponds to the input element, the ring gear corresponds to theoutput element, and the sun gear corresponds to the reaction forceelement.

The engine 31 and the MG 21 a are mechanically connected to each othervia the planetary gear 42. The output shaft 41 of the engine 31 isconnected to the carrier of the planetary gear 42. The rotor shaft 42 aof the MG 21 a is connected to the sun gear of the planetary gear 42.The torque output from the engine 31 is input to the carrier. Theplanetary gear 42 is configured to divide the torque output from theengine 31 to the output shaft 41 into torque that is transmitted to thesun gear (eventually the MG 21 a) and torque that is transmitted to thering gear. When the torque output from engine 31 is output to the ringgear, reaction torque generated by the MG 21 a acts on the sun gear.

The planetary gear 42 and the MG 21 b are configured such that the driveforce output from the planetary gear 42 (that is, drive force output tothe ring gear) and the drive force output from the MG 21 b (that is,drive force output to the rotor shaft 42 b) are combined and transmittedto the drive wheels 45 a and 45 b. More specifically, an output gear(not shown) that meshes with a driven gear 43 is attached to the ringgear of the planetary gear 42. A drive gear (not shown) attached to therotor shaft 42 b of the MG 21 b also meshes with the driven gear 43. Thedriven gear 43 combines the torque output from the MG 21 b to the rotorshaft 42 b and the torque output from the ring gear of the planetarygear 42. The drive torque thus combined is transmitted to a differentialgear 44 and further transmitted to the drive wheels 45 a and 45 b viadrive shafts 44 a and 44 b extending from the differential gear 44 tothe right and left.

The MG 21 a is provided with a motor sensor 22 a that detects the state(for example, current, voltage, temperature, and rotation speed) of theMG 21 a. The MG 21 b is provided with a motor sensor 22 b that detectsthe state (for example, current, voltage, temperature, and rotationspeed) of the MG 21 b. The motor sensors 22 a and 22 b output theirdetection results to the motor ECU 23. The engine 31 is provided with anengine sensor 32 that detects the state of the engine 31 (for example,intake air amount, intake pressure, intake temperature, exhaustpressure, exhaust temperature, catalyst temperature, engine coolanttemperature, and engine speed). The engine sensor 32 outputs itsdetection result to the engine ECU 33.

The HV ECU 50 is configured to output a command (control command) forcontrolling the engine 31 to the engine ECU 33. The engine ECU 33 isconfigured to control various actuators of the engine 31 (for example, athrottle valve, an ignition device, and an injector (not shown)) inaccordance with the command from the HV ECU 50. The HV ECU 50 canperform engine control through the engine ECU 33.

The HV ECU 50 is configured to output a command (control command) forcontrolling each of the MG 21 a and the MG 21 b to the motor ECU 23. Themotor ECU 23 is configured to generate current signals (for example,signals indicating the magnitude and the frequency of the current) thatmatch the target torque of each of the MG 21 a and the MG 21 b inaccordance with the command from the HV ECU 50, and output the generatedcurrent signals to the PCU 24. The HV ECU 50 can perform motor controlthrough the motor ECU 23.

The PCU 24 includes, for example, two inverters each corresponding tothe MG 21 a and the MG 21 b and a converter (not shown) arranged betweeneach inverter and the battery 11. The PCU 24 is configured to supplypower accumulated in the battery 11 to each of the MG 21 a and the MG 21b, and supply electric power generated by each of the MG 21 a and the MG21 b to the battery 11. The PCU 24 is configured such that the states ofthe MG 21 a and the MG 21 b can be controlled separately, and, forexample, the MG 21 b can be in the power running state while the MG 21 ais in the regenerative state (that is, the power generation state). ThePCU 24 is configured to be able to supply the electric power generatedby one of the MG 21 a and the MG 21 b to the other. The MG 21 a and theMG 21 b are configured to be able to transmit and receive power to andfrom each other.

The vehicle 100 is configured to perform hybrid vehicle (HV) travelingand electric vehicle (EV) traveling. The HV traveling is travelingperformed by operating the engine 31 and the MG 21 b with the engine 31generating driving force for travel. The EV traveling is travelingperformed by operating the MG 21 b with the engine 31 stopped. When theengine 31 is stopped, combustion is not performed in the cylinders. Whenthe combustion in the cylinders is stopped, the engine 31 does notgenerate combustion energy (the driving force for travel). The HV ECU 50is configured to switch between the EV traveling and the HV travelingdepending on the situation.

FIG. 2 is a diagram showing a connection mode of the control devicesincluded in the vehicle 100 according to the present embodiment.Referring to FIG. 2 together with FIG. 1, the vehicle 100 includes anin-vehicle local area network (LAN) including a local bus B1 and aglobal bus B2. The control devices (for example, the battery ECU 13, themotor ECU 23, and the engine ECU 33) mounted on the vehicle 100 isconnected to the in-vehicle LAN. In the present embodiment, a controllerarea network (CAN) is employed as a communication protocol of thein-vehicle LAN. The local bus B1 and the global bus B2 are, for example,CAN buses. However, the communication protocol of the in-vehicle LAN isnot limited to the CAN, and may be any protocol such as FlexRay.

The battery ECU 13, the motor ECU 23, and the engine ECU 33 areconnected to the local bus B1. Although not shown, a plurality ofcontrol devices is connected to the global bus B2. The control devicesconnected to global bus B2 include, for example, a human machineinterface (HMI) control device. Examples of the HMI control deviceinclude a control device that controls a navigation system or a meterpanel. The global bus B2 is connected to another global bus via acentral gateway (CGW) not shown.

The HV ECU 50 is connected to the global bus B2. The HV ECU 50 isconfigured to perform CAN communication with each control deviceconnected to the global bus B2. The HV ECU 50 is connected to the localbus B1 via the gateway ECU 60. The gateway ECU 60 is configured to relaycommunication between the HV ECU 50 and each control device (forexample, the battery ECU 13, the motor ECU 23, and the engine ECU 33)that is connected to the local bus B1. The HV ECU 50 is configured tomutually perform CAN communication with each control device connected tothe local bus B1 via the gateway ECU 60. The gateway ECU 60 may beconfigured to collect and save data related to the vehicle 100 (forexample, various pieces of information obtained by in-vehicle sensors,and IWin, IWout, Win, Wout and control commands S_(M1), S_(M2), S_(E)described later). Further, the gateway ECU 60 may have a firewallfunction. The gateway ECU 60 may be configured to detect unauthorizedcommunication in cooperation with at least one of the firewall functionand an error detection function of the CAN communication.

In the present embodiment, a microcomputer is used as the battery ECU13, the motor ECU 23, the engine ECU 33, the HV ECU 50, and the gatewayECU 60. The battery ECU 13 includes a processor 13 a, a random accessmemory (RAM) 13 b, a storage device 13 c, and a communication interface(I/F) 13 d. The motor ECU 23 includes a processor 23 a, a RAM 23 b, astorage device 23 c, and a communication I/F 23 d. The engine ECU 33includes a processor 33 a, a RAM 33 b, a storage device 33 c, and acommunication I/F 33 d. The HV ECU 50 includes a processor 50 a, a RAM50 b, a storage device 50 c, and a communication I/F 50 d. The gatewayECU 60 includes a processor 60 a, a RAM 60 b, a storage device 60 c, anda communication I/F 60 d. A central processing unit (CPU), for example,can be used as the processors. Each communication I/F includes a CANcontroller. Each RAM functions as a working memory that temporarilystores data processed by the processor. Each storage device isconfigured to be able to save stored information. Each storage deviceincludes, for example, a read-only memory (ROM) and a rewritablenonvolatile memory. Each storage device stores, in addition to aprogram, information that is used in the program (for example, a map, amathematical expression, and various parameters). Various controls ofthe vehicle 100 are executed when the processors execute the programsstored in the storage devices. However, the present disclosure is notlimited to this, and various controls may be executed by dedicatedhardware (electronic circuit). The number of processors included in eachECU is not limited, and any ECU may include a plurality of processors.

Charge/discharge control of the battery 11 will be described referringto FIG. 1 again. Hereinafter, the input power of the battery 11 and theoutput power of the battery 11 are collectively referred to as “batterypower”. The HV ECU 50 determines target battery power using the SOC ofthe battery 11. Then, the HV ECU 50 controls charge/discharge of thebattery 11 so that the battery power becomes closer to the targetbattery power. However, such charge/discharge control of the battery 11is restricted by input/output restriction described later. Hereinafter,the target battery power on the charging side (input side) may bereferred to as “target input power”, and the target battery power on thedischarging side (output side) may be referred to as “target outputpower”. In the present embodiment, the power on the discharging side isrepresented by a positive (+) value and the power on the charging sideis represented by a negative (−) value. However, when comparing themagnitude of the power, the absolute value is used regardless of thepositive or negative sign (+/−). That is, the magnitude of the power issmaller as the value becomes closer to zero. When an upper limit valueand a lower limit value are set for the power, the upper limit value islocated on the side where the absolute value of the power is large, andthe lower limit value is located on the side where the absolute value ofthe power is small. The power exceeding the upper limit value on thepositive side means that the power becomes larger on the positive sidethan the upper limit value (that is, the power moves away to thepositive side with respect to zero). The power exceeding the upper limitvalue on the negative side means that the power becomes larger on thenegative side than the upper limit value (that is, the power moves awayto the negative side with respect to zero). The SOC indicates theremaining charge amount and, for example, the ratio of the currentcharge amount to the charge amount in the fully charged state isrepresented by a range between 0% and 100%. As the measuring method ofthe SOC, a known method such as a current integration method or an opencircuit voltage (OCV) estimation method can be adopted.

FIG. 3 is a diagram showing an example of a map used for determining thetarget battery power. In FIG. 3, a reference value C₀ indicates acontrol center value of the SOC, a power value P_(A) indicates a maximumvalue of the target input power, and a power value P_(B) indicates amaximum value of the target output power. Referring to FIG. 3 togetherwith FIG. 1, according to this map, when the SOC of the battery 11 isthe reference value C₀, the target battery power is “0”, and the battery11 is neither charged nor discharged. In the region where the SOC of thebattery 11 is smaller than the reference value C₀ (excessive dischargeregion), the target input power is larger as the SOC of the battery 11is smaller until the target input power reaches the maximum value (powervalue P_(A)). In contrast, in a region where the SOC of the battery 11is larger than the reference value C₀ (overcharge region), the targetoutput power is larger as the SOC of the battery 11 is larger until thetarget output power reaches the maximum value (power value P_(B)). TheHV ECU 50 determines the target battery power in accordance with the mapshown in FIG. 3, and charges and discharges the battery 11 so that thebattery power becomes closer to the determined target battery power,thereby bringing the SOC of the battery 11 closer to the reference valueC₀. The reference value C₀ of the SOC may be a fixed value or may bevariable depending on the situation of the vehicle 100.

The HV ECU 50 is configured to perform input restriction and outputrestriction of the battery 11. The HV ECU 50 sets a first power upperlimit value (hereinafter, referred to as “Win”) indicating an upperlimit value of the input power of the battery 11 and a second powerupper limit value (hereinafter, referred to as “Wout”) indicating anupper limit value of the output power of the battery 11, and controlsbattery power such that the battery power does not exceed the set Winand Wout. The HV ECU 50 adjusts the battery power by controlling theengine 31 and the PCU 24. When Win or Wout is smaller (that is, closerto zero) than the target battery power, the battery power is controlledto Win or Wout instead of the target battery power. In the presentembodiment, Win corresponds to an example of the “power upper limitvalue” according to the present disclosure.

The battery ECU 13 is configured to use a detection value of the batterysensor 12 to obtain a first current upper limit value (hereinafter, alsoreferred to as “IWin”) indicating an upper limit value of the inputcurrent of the battery 11. The battery ECU 13 is also configured to usea detection value of the battery sensor 12 to obtain a second currentupper limit value (hereinafter, also referred to as “IWout”) indicatingan upper limit value of the output current of the battery 11. That is,the battery pack 10 corresponds to a current restricting battery pack.On the other hand, the HV ECU 50 is configured to use Win to control theinput power of the battery 11. The HV ECU 50 is configured to performpower-based input restriction (that is, a process of controlling theinput power of the battery 11 so that the input power of the battery 11does not exceed Win). Further, the HV ECU 50 is configured to use Woutto control the output power of the battery 11. The HV ECU 50 isconfigured to perform power-based output restriction (that is, a processof controlling the output power of the battery 11 so that the outputpower of the battery 11 does not exceed Wout). That is, the HV ECU 50corresponds to a power restricting control device. In the presentembodiment, IWin corresponds to an example of the “current upper limitvalue” according to the present disclosure.

As described above, the vehicle 100 includes the current restrictingbattery pack (that is, the battery pack 10) and the power restrictingcontrol device (that is, the HV ECU 50). In the vehicle 100, the currentrestricting battery pack and the power restricting control device areused in combination. IWin and IWout are output from the battery pack 10,and IWin and IWout are respectively converted into Win and Wout by thegateway ECU 60 interposed between the battery pack 10 and the HV ECU 50.Thereby, Win and Wout are input to the HV ECU 50. With thisconfiguration, the HV ECU 50 can appropriately perform power-based inputrestriction and power-based output restriction on the battery 11included in the battery pack 10.

FIG. 4 is a diagram showing a detailed configuration of the battery pack10, the gateway ECU 60, and the HV ECU 50. S1 and S4 in FIG. 4 indicatea first step and a fourth step, respectively, which will be describedlater. Referring to FIG. 4 together with FIG. 2, in the presentembodiment, the battery 11 included in the battery pack 10 is anassembled battery including a plurality of cells 111. Each cell 111 is,for example, a lithium ion battery. Each cell 111 includes a positiveelectrode terminal 111 a, a negative electrode terminal 111 b, and abattery case 111 c. The voltage between the positive electrode terminal111 a and the negative electrode terminal 111 b corresponds to a cellvoltage Vs. In the battery 11, the positive electrode terminal 111 a ofone cell 111 and the negative electrode terminal 111 b of another cell111 adjacent to the one cell 111 are electrically connected to eachother by a bus bar 112 having conductivity. The cells 111 are connectedto each other in series. However, the present disclosure is not limitedto this, and any connection mode may be adopted in the assembledbattery.

The battery pack 10 includes the battery sensor 12, the battery ECU 13,and the SMR 14 in addition to the battery 11. Signals output from thebattery sensor 12 to the battery ECU 13 (hereinafter, also referred toas “battery sensor signals”) include a voltage signal VB output from thevoltage sensor 12 a, a current signal IB output from the current sensor12 b, and a temperature signal TB output from the temperature sensor 12c. The voltage signal VB indicates a measured value of the voltage ofeach cell 111 (cell voltage Vs). The current signal IB indicates ameasured value of the current flowing through the battery 11 (thecharging side takes a negative value). The temperature signal TBindicates a measured value of the temperature of each cell 111.

The battery ECU 13 repeatedly obtains the latest battery sensor signals.The interval at which the battery ECU 13 obtains the battery sensorsignals (hereinafter also referred to as “sampling cycle”) may be afixed value or may be variable. In the present embodiment, the samplingcycle is 8 ms. However, the present disclosure is not limited to this,and the sampling cycle may be variable within a predetermined range (forexample, a range from 1 ms to 1 s). Hereinafter, the number of times thebattery ECU 13 obtains the battery sensor signals per unit time may bereferred to as “sampling rate”. There is a tendency that the higher thesampling rate is, the higher the accuracy of obtaining Win and Wout(that is, conversion accuracy) through the conversion process describedlater is.

The battery ECU 13 includes an IWin calculation unit 131 and an IWoutcalculation unit 132. The IWin calculation unit 131 is configured to usethe detection value of the battery sensor 12 (that is, the batterysensor signals) to obtain IWin. A known method can be used as thecalculation method of IWin. The Win calculation unit 131 may determineIWin so that charge current restriction is performed to protect thebattery 11. IWin may be determined to suppress overcharge, Lideposition, high rate of deterioration, and battery overheating in thebattery 11, for example. The IWout calculation unit 132 is configured touse the detection value of the battery sensor 12 (that is, the batterysensor signals) to obtain IWout. A known method can be used as thecalculation method of IWout. The IWout calculation unit 132 maydetermine IWout so that discharge current restriction is performed toprotect the battery 11. IWout may be determined to suppressoverdischarge, Li deposition, high rate of deterioration, and batteryoverheating in the battery 11, for example. In the battery ECU 13, forexample, the IWin calculation unit 131 and the IWout calculation unit132 are implemented by the processor 13 a shown in FIG. 2 and theprogram executed by the processor 13 a. However, the present disclosureis not limited to this, and the IWin calculation unit 131 and the IWoutcalculation unit 132 may be implemented by dedicated hardware(electronic circuit).

The battery pack 10 outputs IWin calculated by the IWin calculation unit131, IWout calculated by the IWout calculation unit 132, and the signalsobtained from the battery sensor 12 (that is, the battery sensorsignals) to the gateway ECU 60. These pieces of information are outputfrom the battery ECU 13 included in the battery pack 10 to the gatewayECU 60 provided outside the battery pack 10. As shown in FIG. 2, thebattery ECU 13 and the gateway ECU 60 exchange information through CANcommunication.

The gateway ECU 60 includes a conversion unit 600 described below. FIG.5 is a diagram showing a detailed configuration of the conversion unit600. S2 and S3 in FIG. 5 indicate a second step and a third step,respectively, which will be described later. Referring to FIG. 5together with FIG. 4, the conversion unit 600 includes a firstestimation unit 611, a second estimation unit 621, and calculation units612 and 622. In the gateway ECU 60, for example, the conversion unit 600(and therefore the first estimation unit 611, the second estimation unit621, and the calculation units 612 and 622) is implemented by theprocessor 60 a shown in FIG. 2 and the program executed by the processor60 a. However, the present disclosure is not limited to this, and theconversion unit 600 may be implemented by dedicated hardware (electroniccircuit). The conversion unit 600 according to the present embodimentcorresponds to an example of a “converter” according to the presentdisclosure.

The first estimation unit 611 estimates a voltage value (hereinafter,referred to as “V1”) of the battery 11 in a state where a currentcorresponding to IWin is flowing. V1 according to the present embodimentcorresponds to an example of an “estimated voltage value” according tothe present disclosure. In addition, the second estimation unit 621estimates a voltage value (hereinafter, referred to as “V2”) of thebattery 11 in a state where a current corresponding to IWout is flowing.

FIG. 6 is a diagram for describing the method of estimating V1 with thefirst estimation unit 611. Referring to FIG. 6 together with FIG. 5, thefirst estimation unit 611 uses the actual current and the actual voltageof the battery 11 (that is, the measured values of the current and thevoltage of the battery 11 detected by the battery sensor 12), theinternal resistance of the battery 11, and IWin to obtain V1. A graph M1in FIG. 6 shows the following relational expression.

V1=VBs−(IWin−IB)×R

In the above relational expression, “R” indicates the internalresistance, “IB” indicates the actual current, and “VBs” indicates theactual voltage. In the present embodiment, the average cell voltage (forexample, the average value of the voltages of all the cells 111) isadopted as VBs. However, the present disclosure is not limited to this.Instead of the average cell voltage, the maximum cell voltage (that is,the highest voltage value among the voltages of the cells 111), theminimum cell voltage (that is, the lowest voltage value among thevoltages of the cells 111), or the inter-terminal voltage of theassembled battery (that is, the voltage applied between the externalconnection terminals T1 and T2 when the SMR 14 is in the closed state)may be adopted as VBs. The first estimation unit 611 can obtain VBsusing the battery sensor signals (particularly, the voltage signal VB).The above relational expression is stored in the storage device 60 c(FIG. 2) in advance. The above relational expression may include apredetermined correction term (for example, a correction term regardingpolarization).

In the present embodiment, the first estimation unit 611 refers to a mapM2 to obtain the internal resistance of the battery 11. In the map M2,“R” indicates the internal resistance and “TB” indicates the temperatureof the battery 11. The map M2 is information indicating the relationshipbetween the temperature (TB) of the battery 11 and the internalresistance (R) of the battery 11, and is stored in the storage device 60c (FIG. 2) in advance. The first estimation unit 611 can obtain theinternal resistance of the battery 11 from the temperature of thebattery 11. The temperature of the battery 11 used to obtain theinternal resistance is, for example, a measured value of the temperatureof the battery 11 detected by the temperature sensor 12 c. For example,any one of an average cell temperature, a maximum cell temperature, anda minimum cell temperature may be adopted as the temperature of thebattery 11. As shown in the map M2, the internal resistance of thebattery 11 tends to decrease as the temperature of the battery 11increases. The first estimation unit 611 may periodically detect theactual current and the actual voltage, and correct the map M2 based onthe relationship between the actual current and the actual voltage.

The method of estimating V1 with the first estimation unit 611 has beendescribed above with reference to FIG. 6. V2 is also estimated by amethod similar to the above-described method of estimating V1. Thesecond estimation unit 621 estimates V2 in accordance with the followingrelational expression. Since the method of estimating V2 with the secondestimation unit 621 is basically the same as the method of estimating V1described above, only the relational expression is shown and thedetailed description is omitted.

V2=VBs+(IWout−IB)×R

Referring again to FIG. 4 and FIG. 5, the calculation unit 612 uses V1obtained by the first estimation unit 611 to convert IWin into Win. Morespecifically, the calculation unit 612 converts IWin into Win byperforming the calculation represented by the following expression F1.The expression F1 is stored in advance in the storage device 60 c (FIG.2).

Win=IWin×V1  (F1)

The calculation unit 612 receives V1 from the first estimation unit 611and multiplies IWin input from the battery pack 10 (FIG. 4) by V1. Inthis way, the calculation unit 612 converts IWin into Win by multiplyingIWin by V1 in accordance with the above expression F1.

The calculation unit 622 uses V2 obtained by the second estimation unit621 to convert IWout into Wout. More specifically, the calculation unit622 converts IWout into Wout by performing the calculation representedby the following expression F2. The expression F2 is stored in advancein the storage device 60 c (FIG. 2).

Wout=IWout×V2  (F2)

The calculation unit 622 receives V2 from the second estimation unit 621and multiplies IWout input from the battery pack 10 (FIG. 4) by V2. Inthis way, the calculation unit 622 converts IWout into Wout bymultiplying IWout by V2 in accordance with the above expression F2.

Referring to FIG. 4, when IWin, IWout, and the battery sensor signalsare input from the battery pack 10 to the gateway ECU 60, the conversionunit 600 of the gateway ECU 60 (see FIG. 5 for the detailedconfiguration) converts IWin and IWout into Win and Wout, respectively.Then, Win, Wout, and the battery sensor signals are output from thegateway ECU 60 to the HV ECU 50. The gateway ECU 60 sequentially obtainsIWin, IWout, and VBs from the battery pack 10 in real time, calculatesWin and Wout, and transmits Win and Wout to the HV ECU 50. Win and Wouttransmitted from the gateway ECU 60 to the HV ECU 50 are sequentiallyupdated using the latest IWin, IWout, and VBs (that is, real-timevalues). As shown in FIG. 2, the gateway ECU 60 and the HV ECU 50exchange information through CAN communication.

The HV ECU 50 includes a control unit 51 described below. In the HV ECU50, for example, the control unit 51 is implemented by the processor 50a shown in FIG. 2 and the program executed by the processor 50 a.However, the present disclosure is not limited to this, and the controlunit 51 may be implemented by dedicated hardware (electronic circuit).

The control unit 51 is configured to use Win to control the input powerof the battery 11. Further, the control unit 51 is configured to useWout to control the output power of the battery 11. In the presentembodiment, the control unit 51 creates the control commands S_(M1),S_(M2), and S_(E) for the MG 21 a, MG 21 b, and the engine 31 shown inFIG. 1, respectively, so that the input power and the output power ofthe battery 11 do not exceed Win and Wout, respectively. The controlunit 51 outputs the control commands S_(M1) and S_(M2) for the MG 21 aand the MG 21 b to the motor ECU 23, and outputs the control commandS_(E) for the engine 31 to the engine ECU 33. The control commandsS_(M1) and S_(M2) output from the HV ECU 50 are sent to the motor ECU 23through the gateway ECU 60. The motor ECU 23 controls the PCU 24(FIG. 1) in accordance with the received control commands S_(M1) andS_(M2). The control command S_(E) output from the HV ECU 50 is sent tothe engine ECU 33 through the gateway ECU 60. The engine ECU 33 controlsthe engine 31 in accordance with the received control command S_(E). TheMG 21 a, the MG 21 b, and the engine 31 are controlled in accordancewith the control commands S_(M1), S_(M2), and S_(E), so that the inputpower and the output power of the battery 11 are controlled so as not toexceed Win and Wout, respectively. The HV ECU 50 can adjust the inputpower and the output power of the battery 11 by controlling the engine31 and the PCU 24. The HV ECU 50 sequentially obtains Win and Wout fromthe gateway ECU 60 in real time, creates the control commands S_(M1),S_(M2), and S_(E) using the latest Win and Wout (that is, real-timevalues), and transmits the control commands S_(M1), S_(M2), and S_(E)tthe motor ECU 23 and the engine ECU 33.

As described above, the vehicle 100 according to the present embodimentincludes the battery pack 10 including the battery ECU 13, and the HVECU 50 and the gateway ECU 60 that are provided separately from thebattery pack 10. The gateway ECU 60 is configured to relay communicationbetween the battery ECU 13 and the HV ECU 50. The conversion unit 600 isincluded in the gateway ECU 60. The conversion unit 600 converts IWininto Win by multiplying V1 (that is, the voltage value of the battery 11in the state where the current corresponding to IWin is flowing) byIWin. The conversion unit 600 converts IWout into Wout by multiplying V2(that is, the voltage value of the battery 11 in the state where thecurrent corresponding to IWout is flowing) by IWout. The battery ECU 13is configured to use the detection value of the battery sensor 12 toobtain IWin (that is, the current upper limit value indicating the upperlimit value of the input current of the battery 11) and IWout (that is,the current upper limit value indicating the upper limit value of theoutput current of the battery 11). The battery pack 10 is configured tooutput IWin and IWout. When IWin and IWout are input from the batterypack 10 to the gateway ECU 60, the conversion unit 600 of the gatewayECU 60 converts IWin and IWout into Win and Wout, respectively, and thegateway ECU 60 outputs Win and Wout to the HV ECU 50. The HV ECU 50 isconfigured to control the input power of the battery 11 using Win (thatis, the power upper limit value indicating the upper limit value of theinput power of the battery 11). Further, the HV ECU 50 is configured tocontrol the output power of the battery 11 using Wout (that is, thepower upper limit value indicating the upper limit value of the outputpower of the battery 11).

Since the vehicle 100 includes the conversion unit 600, IWin and IWoutoutput from the current restricting battery pack (for example, thebattery pack 10) can be converted into Win and Wout, respectively.Although the voltage of the battery 11 changes depending on themagnitude of the current, the conversion unit 600 can obtain Win andWout corresponding to IWin and IWout with high accuracy by multiplyingIWin and IWout by V1 and V2, respectively. The HV ECU 50 canappropriately perform the power-based input restriction and thepower-based output restriction using Win and Wout thus obtained.

The control parts included in the vehicle 100 may be modularized inpredetermined units to form a vehicle control system.

FIG. 7 is a diagram showing a first example of the vehicle controlsystem. Referring to FIG. 7, a vehicle control system 201 includes theMGs 21 a and 21 b, the motor sensors 22 a and 22 b, the motor ECU 23,the PCU 24, the engine 31, the engine sensor 32, the engine ECU 33, theplanetary gear 42, the HV ECU 50, and the gateway ECU 60 that aremodularized. The vehicle control system 201 is configured so that thebattery pack 10 (FIG. 4) can be attached.

FIG. 8 is a diagram showing a second example of the vehicle controlsystem. Referring to FIG. 8, a vehicle control system 202 is configuredby modularizing the control parts of the vehicle control system 201,excluding the engine control parts (that is, the engine 31, the enginesensor 32, and the engine ECU 33). The vehicle control system 202 isconfigured so that the battery pack 10 (FIG. 4) and the engine controlparts can be attached.

The modularized vehicle control system can be treated as one component.Modularization of the control parts as described above facilitatesmanufacture of the vehicle. Modularization also enables parts to beshared between different vehicle models.

The vehicle control systems 201 and 202 each include the HV ECU 50 andthe gateway ECU 60. When the battery pack 10 (FIG. 4) is attached toeach of the vehicle control systems 201 and 202, the HV ECU 50 controlsthe input power of the battery 11 so that the input power of the battery11 does not exceed Win and controls the output power of the battery 11so that the output power of the battery 11 does not exceed Wout. In thevehicle control system 201, 202, the HV ECU 50 corresponds to an exampleof the “control unit” according to the present disclosure. When IWin isinput from the battery pack 10, the gateway ECU 60 uses the detectionvalue (for example, voltage, current, and temperature) of the batterysensor 12 and IWin to obtain V1, and multiplies Win by V1 to convertIWin into Win. Further, when IWout is input from the battery pack 10,the gateway ECU 60 uses the detection value (for example, voltage,current, and temperature) of the battery sensor 12 and IWout to obtainV2, and multiplies IWout by V2 to convert IWout into Wout. In thevehicle control system 201, 202, the gateway ECU 60 corresponds to anexample of the “conversion unit” according to the present disclosure.

The vehicle control system 201, 202 to which the battery pack 10 isattached can control the input power of the battery 11 by the vehiclecontrol method including the first to fourth steps described below.

In the first step (for example, S1 in FIG. 4), the vehicle controlsystem 201, 202 obtains IWin and the detection value of the batterysensor 12 from the battery pack 10. In the second step (for example, S2in FIG. 5), the vehicle control system 201, 202 uses IWin and thedetection value (for example, voltage, current, and temperature) of thebattery sensor 12 to obtain V1. In the third step (for example, S3 inFIG. 5), the vehicle control system 201, 202 converts IWin into Win bymultiplying Win by V1. In the fourth step (for example, S4 in FIG. 4),the vehicle control system 201, 202 controls the input power of thebattery 11 using Win.

In addition, the vehicle control system 201, 202 to which the batterypack 10 is attached can control the output power of the battery 11 bythe vehicle control method including the fifth to eighth steps describedbelow.

In the fifth step, the vehicle control system 201, 202 obtains IWout andthe detection value of the battery sensor 12 from the battery pack 10.In the sixth step, the vehicle control system 201, 202 uses thedetection value (for example, voltage, current, and temperature) of thebattery sensor 12 and IWout to obtain V2. In the seventh step, thevehicle control system 201, 202 converts IWout into Wout by multiplyingIWout by V2. In the eighth step, the vehicle control system 201, 202controls the output power of the battery 11 using Wout.

According to the above vehicle control method, the vehicle controlsystems 201 and 202 can appropriately perform the power-based inputrestriction and the power-based output restriction using Win and Wout.

In the above-described embodiment, when the current restricting batterypack is connected to the power restricting control device, the gatewayECU 60 is adopted so that the power-based input restriction and thepower-based output restriction are performed on the secondary batteryincluded in the current restricting battery pack. That is, in theabove-described embodiment, the gateway ECU 60 that is configured to beconnectable to the current restricting battery pack and that cannot beconnected to the power restricting battery pack is adopted. However, thepresent disclosure is not limited to this, and a gateway ECU 60X shownin FIG. 9 may be adopted instead of the gateway ECU 60 adopted in theabove-described embodiment. FIG. 9 is a diagram showing a modifiedexample of the gateway ECU 60 shown in FIG. 4.

Referring to FIG. 9, the gateway ECU 60X includes a connector C21 forconnecting a battery pack 10A to the gateway ECU 60X and a connector C22for connecting a battery pack 10B to the gateway ECU 60X. The batterypack 10A is a current restricting battery pack that includes a connectorC11 for external connection and that outputs IWin, IWout, and thebattery sensor signals to the connector C11. The battery pack 10B is apower restricting battery pack that includes a connector C12 forexternal connection and that outputs Win, Wout, and the battery sensorsignals to the connector C12. The HV ECU 50 is connected to an outputport C3 of the gateway ECU 60X via a signal line.

When the connector C11 of the battery pack 10A is connected to theconnector C21 of the gateway ECU 60X, IWin, IWout, and the batterysensor signals are input from the battery pack 10A to the connector C21.Then, the conversion unit 600 of the gateway ECU 60X converts Win andIWout into Win and Wout, respectively, and Win, Wout, and the batterysensor signals are output to the output port C3. Then, Win, Wout, andthe battery sensor signals are output from the gateway ECU 60X to the HVECU 50.

On the other hand, when the connector C12 of the battery pack 10B isconnected to the connector C22 of the gateway ECU 60X, Win, Wout, andthe battery sensor signals are input from the battery pack 10B to theconnector C22. The gateway ECU 60X outputs Win, Wout, and the batterysensor signals input to the connector C22 as they are to the output portC3. That is, the above conversion is not performed. Thus, Win, Wout, andthe battery sensor signals are output from the gateway ECU 60X to the HVECU 50.

As described above, when IWin and IWout are input, the gateway ECU 60Xaccording to this modified example performs the conversion in accordancewith the above expressions F1 and F2 to output Win and Wout. When Winand Wout are input, the gateway ECU 60X outputs Win and Wout withoutperforming the above conversion. In a vehicle including the gateway ECU60X, Win and Wout are output from the gateway ECU 60X in both a casewhere the current restricting battery pack 10A is used and a case wherethe power restricting battery pack 10B is used. Thus, in such a vehicle,the HV ECU 50 can appropriately perform the power-based inputrestriction and the power-based output restriction in both a case wherethe current restricting battery pack 10A is adopted and a case where thepower restricting battery pack 10B is adopted.

In the example shown in FIG. 9, the gateway ECU 60X separately includesthe input port for a current restricting battery pack (connector C21)and the input port for a power restricting battery pack (connector C22).However, the gateway ECU may be configured to be connectable to both thecurrent restricting battery pack and the power restricting battery packin another form. For example, the gateway ECU may include one input portto which both the current restricting battery pack and the powerrestricting battery pack can be connected. The gateway ECU may beconfigured to recognize whether the battery pack is the currentrestricting battery pack or the power restricting battery pack in theinitial process when the battery pack is connected to the input port.When the battery pack connected to the input port is the currentrestricting battery pack, the gateway ECU may activate a conversionlogic (for example, the conversion unit 600 shown in FIG. 9) to convertIWin and IWout input thereto into Win and Wout, respectively, and outputWin and Wout to the output port. On the other hand, when the batterypack connected to the input port is the power restricting battery pack,the gateway ECU may directly output Win and Wout input thereto, to theoutput port without activating the conversion logic.

In the above-described embodiment, the number of power upper limitvalues required for the input restriction of the battery 11 is one.However, the present disclosure is not limited to this, and the inputrestriction may be performed using a plurality of power upper limitvalues. For example, an HV ECU 50X shown in FIG. 10 may be adoptedinstead of the HV ECU 50 adopted in the above embodiment. FIG. 10 is adiagram showing a modified example of the HV ECU 50 shown in FIG. 4.

Referring to FIG. 10 together with FIG. 4, the hardware configuration ofthe HV ECU 50X is the same as the configuration of the HV ECU 50 shownin FIG. 2. However, the HV ECU 50X includes a guard unit 53 in additionto the control unit 51. In the HV ECU 50X, for example, the control unit51 and the guard unit 53 are implemented by the processor 50 a shown inFIG. 2 and the program executed by the processor 50 a. However, thepresent disclosure is not limited to this, and the control unit 51 andthe guard unit 53 may be implemented by dedicated hardware (electroniccircuit).

Win, Wout, and the battery sensor signals are input to the HV ECU 50Xfrom the gateway ECU 60 shown in FIG. 4, for example. The guard unit 53uses a map M to obtain a third power upper limit value (hereinafter,also referred to as “GWin”) indicating the upper limit value of theinput power of the battery 11 and a fourth power upper limit value(hereinafter, also referred to as “GWout”) indicating the upper limitvalue of the output power of the battery 11. GWin is a guard value forWin, and when Win is an abnormal value (more specifically, anexcessively large value), GWin restricts the input power of the battery11 instead of Win. GWout is a guard value for Wout, and when Wout is anabnormal value (more specifically, an excessively large value), GWoutrestricts the output power of the battery 11 instead of Wout.

The map M is information indicating the relationship between thetemperature of the battery 11 and each of GWin and GWout, and is storedin the storage device 50 c (FIG. 2) in advance. A line L11 in the map Mindicates the relationship between the temperature of the battery 11 andGWin. A line L12 in the map M indicates the relationship between thetemperature of the battery 11 and GWout.

The guard unit 53 refers to the map M to obtain GWin and GWout inaccordance with the current temperature of the battery 11. Then, theguard unit 53 outputs the smaller one of Win and GWin to the controlunit 51, and outputs the smaller one of Wout and GWout to the controlunit 51. For example, when the temperature of the battery 11 and Win arein a state P11 in the map M, Win is output to the control unit 51, andwhen the temperature of the battery 11 and Win are in a state P12 in themap M, GWin (line L11) is output to the control unit 51. Hereinafter,the situation where Win exceeds GWin (for example, the situation wherethe state P12 is established) may be referred to as “Win with guard”.When the temperature of the battery 11 and Wout are in a state P21 inthe map M, Wout is output to the control unit 51, and when thetemperature of the battery 11 and Wout are in a state P22 in the map M,GWout (line L12) is output to the control unit 51. Hereinafter, thesituation where Wout exceeds GWout (for example, the situation where thestate P22 is established) may be referred to as “Wout with guard”.

The temperature of the battery 11 that is used to obtain GWin and GWoutis a measured value of the temperature of the battery 11 detected by thetemperature sensor 12 c shown in FIG. 4, for example. For example, anyone of the average cell temperature, the maximum cell temperature, andthe minimum cell temperature may be adopted as the temperature of thebattery 11.

In addition to the power upper limit value, the battery sensor signalsare also output from the guard unit 53 to the control unit 51. Thecontrol unit 51 controls the input power and the output power of thebattery 11 using the power upper limit value received from the guardunit 53. More specifically, the control unit 51 creates the controlcommands S_(M1), S_(M2) for the MG 21 a, MG 21 b and the control commandS_(E) for the engine 31 shown in FIG. 1 so that the input power and theoutput power of the battery 11 do not exceed the power upper limitvalues. The control unit 51 controls the input power of the battery 11so that the input power of the battery 11 does not exceed the smallerone of Win and GWin. As a result, the input power of the battery 11exceeds neither Win nor GWin. The control unit 51 controls the outputpower of the battery 11 so that the output power of the battery 11 doesnot exceed the smaller one of Wout and GWout. As a result, the outputpower of the battery 11 exceeds neither Wout nor GWout.

The guard unit 53 may record Win with guard and Wout with guard in thestorage device 50 c (FIG. 2) and determine, based on the recorded data,conformity/nonconformity of the battery pack mounted on the vehicle (forexample, the battery pack 10 shown in FIG. 4). For example, the guardunit 53 may determine that the battery pack is nonconforming when atleast one of the frequency of “Win with guard” and the frequency of“Wout with guard” exceeds a predetermined value. In addition, the guardunit 53 may determine that the battery pack is nonconforming when atleast one of the duration for which the state “Win with guard” continuesand the duration for which the state “Wout with guard” continues exceedsa predetermined value.

The HV ECU 50X may record the determination result ofconformity/nonconformity of the battery pack in the storage device 50 c(FIG. 2). In addition, the HV ECU 50X may notify a user of thenonconformity when it is determined that the battery pack isnonconforming. This notification may prompt the user to replace thebattery pack. The notification process to the user is optional, and thenotification may be carried out by display (for example, display ofcharacters or images) on a display device, by sound (including voice)from a speaker, or by lighting (including blinking) of a predeterminedlamp.

Win, Wout may exceed GWin, GWout due to insufficient accuracy ofconversion of IWin, IWout into Win, Wout, respectively. Thus, when Winexceeds GWin and/or when Wout exceeds GWout, the HV ECU 50X may transmita predetermined signal to the battery ECU 13 shown in FIG. 4, so as toincrease the sampling rate of the battery ECU 13 (and therefore thenumber of data of the battery sensor signals transmitted from thebattery ECU 13 to the gateway ECU 60 per unit time).

According to the modified example shown in FIG. 10, it is possible toprotect the battery 11 with GWin and GWout when Win or Wout becomeexcessively large values for some reason.

In the above-described embodiment, the gateway ECU 60 includes theconversion unit 600. However, the present disclosure is not limited tothis, and another ECU may have these functions.

FIG. 11 is a diagram showing a first modified example of the vehiclecontrol system shown in FIG. 4. Referring to FIG. 11, the vehiclecontrol system according to the first modified example is the same asthe vehicle control system shown in FIG. 4 except that an HV ECU 50Y isadopted instead of the HV ECU 50 and the gateway ECU 60 is omitted. Thehardware configuration of the HV ECU 50Y is the same as theconfiguration of the HV ECU 50 shown in FIG. 2. However, the HV ECU 50Yincludes the conversion unit 600 (see FIG. 5) in addition to the controlunit 51. In the HV ECU 50Y, for example, the control unit 51 and theconversion unit 600 are implemented by the processor 50 a shown in FIG.2 and the program executed by the processor 50 a. However, the presentinvention is not limited to this, and the control unit 51 and theconversion unit 600 may be implemented by dedicated hardware (electroniccircuit).

The battery pack 10 outputs IWin, IWout, and the battery sensor signalsto the HV ECU 50Y. The conversion unit 600 of the HV ECU 50Y convertsIWin and IWout input from the battery pack 10 into Win and Wout,respectively. Win and Wout are input from the conversion unit 600 to thecontrol unit 51. The control unit 51 creates the control commandsS_(M1), S_(M2), and S_(E) for the MG 21 a, the MG 21 b, and the engine31 shown in FIG. 1, respectively, and outputs the control commandsS_(M1) and S_(M2) to the motor ECU 23 and outputs the control commandS_(E) to the engine ECU 33, so that the input power and the output powerof the battery 11 do not exceed Win and Wout, respectively.

In the vehicle control system according to the first modified example,the HV ECU 50Y provided separately from the battery pack 10 includes aconverter (that is, the conversion unit 600), and the converter convertsIWin and IWout into Win and Wout, respectively. Thus, the converter canbe mounted on the vehicle without a change in the configuration of thebattery pack 10. Further, the HV ECU 50Y can appropriately perform thepower-based input restriction and the power-based output restrictionwithout adding the gateway ECU 60 (FIG. 4) described above.

FIG. 12 is a diagram showing a second modified example of the vehiclecontrol system shown in FIG. 4. Referring to FIG. 12, the vehiclecontrol system according to the second modified example is the same asthe vehicle control system shown in FIG. 4 except that a battery pack10X (including a battery ECU 13X) is adopted instead of the battery pack10 (including the battery ECU 13) and the gateway ECU 60 is omitted. Thehardware configuration of the battery ECU 13X included in the batterypack 10X is the same as the configuration of the battery ECU 13 shown inFIG. 2. However, the battery ECU 13X includes the conversion unit 600(see FIG. 5) in addition to the IWin calculation unit 131 and the IWoutcalculation unit 132. In the battery ECU 13X, for example, the IWincalculation unit 131, the IWout calculation unit 132, and the conversionunit 600 are implemented by the processor 13 a shown in FIG. 2 and theprogram executed by the processor 13 a. However, the present disclosureis not limited to this, and the IWin calculation unit 131, the IWoutcalculation unit 132, and the conversion unit 600 may be implemented bydedicated hardware (electronic circuit).

The conversion unit 600 of the battery ECU 13X receives IWin and IWoutfrom the IWin calculation unit 131 and the IWout calculation unit 132,respectively, and converts IWin and IWout into Win and Wout,respectively. The battery pack 10X outputs Win, Wout, and the batterysensor signals to the HV ECU 50. The control unit 51 of the HV ECU 50creates the control commands S_(M1), S_(M2), and S_(E) for the MG 21 a,the MG 21 b, and the engine 31 shown in FIG. 1, respectively, andoutputs the control commands S_(M1) and S_(M2) to the motor ECU 23 andoutputs the control command S_(E) to the engine ECU 33, so that theinput power and the output power of the battery 11 do not exceed Win andWout, respectively.

In the vehicle control system according to the second modified example,the converter (that is, the conversion unit 600) is incorporated in thebattery ECU 13X (that is, inside the battery pack 10X). With thisconfiguration, IWin and IWout are converted into Win and Wout inside thebattery pack 10X, respectively, so Win and Wout can be output from thebattery pack 10X. Therefore, the HV ECU 50 can appropriately perform thepower-based input restriction and the power-based output restrictionwithout adding the above-described gateway ECU 60 (FIG. 4).

In the above-described embodiment and each modified example, the outputrestriction of the secondary battery is performed conforming to theinput restriction of the secondary battery, but the method of the outputrestriction of the secondary battery can be changed as appropriate. Forexample, the power upper limit value of the secondary battery on theoutput side may be calculated by a calculation method different fromthat for the power upper limit value of the secondary battery on theinput side.

In the above-described embodiment and each modified example, the batteryECU 13, the motor ECU 23, and the engine ECU 33 are connected to thelocal bus B1 (see FIG. 2). However, the present disclosure is notlimited to this, and the motor ECU 23 and the engine ECU 33 may beconnected to the global bus B2.

The configuration of the vehicle is not limited to the configurationshown in FIG. 1. For example, although a hybrid vehicle is shown in FIG.1, the vehicle is not limited to the hybrid vehicle and may be anelectric vehicle on which an engine is not mounted. Further, the vehiclemay be a plug-in hybrid vehicle (PHV) configured such that the secondarybattery in the battery pack can be charged using electric power suppliedfrom the outside of the vehicle. Further, the HV ECU 50 may beconfigured to directly control the SMR 14 bypassing the battery ECU 13.The battery 11 (secondary battery) included in the battery pack 10 isnot limited to the assembled battery and may be a single battery.

The modified examples described above may be implemented in anycombination. The embodiment disclosed herein should be considered asillustrative and not restrictive in all respects. The scope of thepresent invention is shown by the claims, rather than the aboveembodiment, and is intended to include all modifications within themeaning and the scope equivalent to those of the claims.

What is claimed is:
 1. A vehicle comprising: a battery pack including asecondary battery, a battery sensor that detects a state of thesecondary battery, and a first control device; a second control deviceprovided separately from the battery pack; and a converter, wherein: thefirst control device is configured to use a detection value of thebattery sensor to obtain a current upper limit value indicating an upperlimit value of an input current of the secondary battery; the secondcontrol device is configured to use a power upper limit value indicatingan upper limit value of an input power of the secondary battery tocontrol the input power of the secondary battery; and the converter isconfigured to perform conversion of the current upper limit value intothe power upper limit value by performing multiplication of an estimatedvoltage value by the current upper limit value, the estimated voltagevalue being a voltage value of the secondary battery in a state where acurrent corresponding to the current upper limit value is flowing. 2.The vehicle according to claim 1, wherein the converter is configured touse measured values of a current and a voltage of the secondary batterythat are detected by the battery sensor, an internal resistance of thesecondary battery, and the current upper limit value to obtain theestimated voltage value.
 3. The vehicle according to claim 1, furthercomprising a third control device provided separately from the batterypack and configured to relay communication between the first controldevice and the second control device, wherein: the converter is mountedon the third control device; the battery pack is configured to outputthe current upper limit value; and the vehicle is configured such thatwhen the current upper limit value is input from the battery pack to thethird control device, the converter performs the conversion of thecurrent upper limit value into the power upper limit value and the powerupper limit value is output from the third control device to the secondcontrol device.
 4. The vehicle according to claim 3, wherein the thirdcontrol device is configured to perform the conversion and output thepower upper limit value when the current upper limit value is input andto output the power upper limit value without performing the conversionwhen the power upper limit value is input.
 5. The vehicle according toclaim 3, wherein: each of the first control device, the second controldevice, and the third control device is a microcomputer connected to anin-vehicle local area network; and in the in-vehicle local area network,the first control device is connected to the second control device viathe third control device to communicate with the second control devicevia the third control device.
 6. The vehicle according to claim 1,wherein: the converter is mounted on the first control device; and thefirst control device is configured to perform, with the converter, theconversion of the current upper limit value obtained using the detectionvalue of the battery sensor into the power upper limit value and tooutput the power upper limit value to the second control device when thefirst control device is connected to the second control device.
 7. Thevehicle according to claim 1, wherein: the converter is mounted on thesecond control device; the battery pack is configured to output thecurrent upper limit value; and the second control device is configuredto perform, with the converter, the conversion of the current upperlimit value input from the battery pack into the power upper limit valueand to control the input power of the secondary battery such that theinput power of the secondary battery does not exceed the power upperlimit value.
 8. A vehicle control system configured such that a batterypack including a secondary battery and a battery sensor that detects astate of the secondary battery is attached to the vehicle controlsystem, the vehicle control system comprising: a control unit configuredto control an input power of the secondary battery such that the inputpower of the secondary battery does not exceed a power upper limit valuewhen the battery pack is attached to the vehicle control system; and aconversion unit configured such that when a current upper limit valueindicating an upper limit value of an input current of the secondarybattery and a detection value of the battery sensor are input from thebattery pack, the conversion unit uses the detection value of thebattery sensor and the current upper limit value to obtain an estimatedvoltage value, the estimated voltage value being a voltage value of thesecondary battery in a state where a current corresponding to thecurrent upper limit value is flowing, and performs conversion of thecurrent upper limit value into the power upper limit value by performingmultiplication of the current upper limit value by the estimated voltagevalue.
 9. A vehicle control method comprising: obtaining, with a vehiclecontrol system to which a battery pack including a secondary battery anda battery sensor that detects a state of the secondary battery isattached, a current upper limit value indicating an upper limit value ofan input current of the secondary battery and a detection value of thebattery sensor, from the battery pack; obtaining, with the vehiclecontrol system, an estimated voltage value using the detection value ofthe battery sensor and the current upper limit value, the estimatedvoltage value being a voltage value of the secondary battery in a statewhere a current corresponding to the current upper limit value isflowing; performing, with the vehicle control system, conversion of thecurrent upper limit value into a power upper limit value indicating anupper limit value of an input power of the secondary battery byperforming multiplication of the current upper limit value by theestimated voltage value; and controlling, with the vehicle controlsystem, the input power of the secondary battery using the power upperlimit value.